Kia K900

Overview

If you’re reading this and saying, “I didn't know Kia made a luxury sedan,” you’re not alone. The K900 is a muscular four-door stuffed with leather, wood trim, and tech all as standard. The base engine is a 311-hp V-6; a 420-hp V-8 is optional. The steering is numb and the suspension is soft. Kia wants buyers to think the K900 is a value compared with its pricier competitors, but we’d rather spend less for a car that is more about driving than gadgets. An all-new K900 goes on sale in late 2018.

Kia K900 Generations Explained

Major redesigns occur every five years or so; not much changes in between. Dividing them into generations provides
more meaningful distinctions in the shopping process.

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2019 Kia K900

New flavor, same great value.

Recent News

We should all care a lot less about brands. That much is clear to anyone who has compared the difference in cost and taste between, say, Lucky Charms and Marshmallow Mateys. But in this age when corporate Twitter accounts have more followers than some world leaders and so-called influencers can make a living by hawking mild laxatives on Instagram, it’s safe to assume that few of us are following that advice. If we were, maybe the most common response to a mention of the Kia K900 wouldn’t be, “What’s a Kia K900?”

Kia hopes its flagship sedan will attain a higher profile when the redesigned version hits the U.S. market this fall. Ahead of that launch, we drove a Korea-spec K900 in its home country, where Kias and Hyundais are thick on the ground and K900s are as common as Lincoln Town Cars once were in America.

The best news about this K900 is that it takes little from its predecessor. Riding on a new platform shared with the Genesis G80 and G90, the new K900 is both longer and wider than the existing model, with shorter front and rear overhangs. These proportions, along with a longer wheelbase, help to maximize passenger space and allow the K900 to achieve classic rear-wheel-drive proportions (although it will come only with all-wheel drive in the United States). Under the hood, a twin-turbocharged 3.3-liter V-6 engine also seen in the Kia Stinger GT makes 365 horsepower compared with the outgoing V-6’s 311 ponies. An eight-speed automatic is again the only available transmission.

Given the DNA shared with the Genesis sedans, it’s not surprising that the K900 feels composed and capable on the road. Although its transmission and suspension tuning could change before the K900 hits U.S. dealerships, the Korea-spec model we drove had a smooth, isolated ride and plenty of power on tap. The suspension recovers quickly from bumps, and the eight-speed’s shifts are fluid and well timed. The steering wheel channels no feedback at all from the road below, but the helm is pleasantly weighted, and responses are accurate and prompt. The Sport driving mode seems a little out of character for the K900, however, as it makes for harsher shifts, dials up engine noise, sends more torque to the rear wheels, and inflates the adjustable driver’s-seat side bolsters to their max position; otherwise, though, this car fits easily into the mid-size luxury mold.

Many executive-sedan buyers are more interested in ambiance than performance, and the K900 has made great strides there. The exterior design is more special, with a “Quadric pattern” grille and a double-bar light signature. Thicker glass helps make for a quiet cabin, the better to enjoy the 17-speaker Harman/Kardon stereo that likely will be standard in U.S. models. Ambient interior lighting in 64 colors (seven selected in collaboration with Pantone) and a Maurice Lacroix–branded dashboard clock add a touch of exclusivity, as does the open-pore wood that can now be chosen to trim the dash, center console, and door panels. The wood-look material that adorns the steering-wheel rim is less convincing. The rear seats are comfortable fauteuils, adjustable up to 14 ways. Certain interior elements seem to have been designed using the compare-and-share method, but you won’t soon find us complaining when a car emulates the Mercedes-Benz E-class.

The K900 also showcases the latest and greatest of Kia’s active-safety features, the cornerstone of which is the Blind Spot View Monitor. Similar to Honda’s LaneWatch system (which Honda has been moving away from in its newest vehicles), the monitor displays a live video feed of the scene in the driver’s blind spots on the digital gauge cluster when either turn signal is activated. Forward-collision avoidance, lane-keeping assist, and a driver-attention monitor also will be available.

The most convincing argument for a K900 will again be its price, which, despite the K900’s imposing size, will hover in the mid-to-upper $50,000s. Truer luxury can be had in this class from the E-class, and tauter performance from an Audi A6. The K900’s improvement over its predecessor, though, is marked, as was made clear when we were shuttled to the airport for our journey home in a previous-generation K900. We were reminded of the busier ride, more evident road noise, and less cosseting interior that we experienced during our 40,000-mile test of the outgoing car. Kia is cognizant of the challenges facing its new halo sedan and is working hard to downplay sales expectations. For the savvy shopper unconcerned with badges, Kia’s newest flagship may be a promising alternative.